Automatic tbaiet contboxi



July 30, 1929. P. J. slMMEN Re. 17,384

i lAU'LOMA'I'IG TRAIN CONTROL orig-mal Filed Dec. 28, 1922 2sheets-sheet l Jl E. 'l IIIIIIIIIIIII .I lnul QQWIW Q N H F TI 955m wwwJMS H F i Il l H H HIIIMH l I I |||||||H||I|IIIH lllllllvhlldhdmlh I H H|I IIIIH July 30, 1929.

P. J. SIMMEN AUTOMATIC TRAIN CONTROL Original Filed Dec. 28, 192? 2Sheets-Sheet 2 @MSH @5% KH M3 attorney Reissuecl July 30, 1929..

UNITED STATES PAUL J'. SIMMEN, 0F EDEN', NEW YORK.

annemarie TRAIN CONTROL.

Original application filed December 28, 1922, Serial No. 609,388.

12, 1923, Serial No. 624,351. filed October 27, 1927. Serial No.229,234.

This invention relates to a system of controlling trains on railwaytracks, particularly to a system suitable for a single track railway,wherein trains are operatedin both directions,or the substantialequivalent thereof, such as a railway having a track normally used fortrains running in one direction and another track normally used fortrains running in the other direction, but which tracks it is desirableto use at certain times for trains running in a direction opposite tothe normal running.

Traffic conditions on railways have reached the point where it is oftendesirable to oper ate trains in a-direction opposite to the normaldirection of trafiic; for instance, where a railway has two tracks, onenormally used for east-bound trailic and one normally used forwest-hound tratlic and there'is an excess of east-bound traflic atcertain times of the day,as for instance commuters trains into a bigcity in the morning, it is highly desirable to operate east-bound trainsover the normal west-bound track, but as under presentconditions theautomatic train protection provided on east-bound tracks is only operative and responsive to 4east-bound traliic and automatic trainprotection provided on west-v bound tracks is only operative andresponsive to west-bound traffic, this is impossible to do safely. n Y

A principal objectv of this invention is to provide means to operatetrains safely in hoth directions over a trackway or cast-hound trainsover anormal west-hound track or vice versa and at the same time providecomplete automatic hlock train protcction.

A further object of the invention is to provide means so that when thetrain protection is operative for allowing and protecting an cast-boundniovenient for a certain length of track all west-hound train protectionis inoperative or operative to indicate danger to west-hound trains andvice versa.

A further object of the invention is to provide means by which anelectrical switch, the position of which determines the direction oftraffic to he allowed for a particular track, is locked in the positionin which it has heen placed until all trains on thev section governed hysuch switch have left the section, that is. when one or more lilocks arcset up throiuzhthc medium of the switch to allow east-hound trainmovements, the particular Continued and applieationnled March OriginalNo. 1,592,469, dated July 13, 1926. Application for reissuelmodifications thereof selected to illustrate the invention progressesand the novel features willbe particularly pointed outv inthe appendedclailns.`

In describing the invention in detail, reference will he'had to theaccompanying drawings, wherein I have illustrated a preferred physicalembodiment of my invention. and wherein like characters ofreference-designate corresponding partsthroughout the several views andin which:

Figure 1 is a diagrammatic representation of apparatus and circuitsalong a track embodying my invention. Figures 2 and 3 are moditicationsof the system shown in Figure 1; Figure 4 shows a modication of Fig. 1and also shows locking means to prevent an improper manipulation of thecontrollinl" switch; Fig. 5 shows apparatus and circuits on vthe vehiclecarryingthe train control means; Fia. 6 is a modification of Fig. 5.-

Figr. 1 illustrates in full lines, asinglc trackway railway. althoughfor the purposes of my invention it may well be, say. the no1'- maleast-bound track ot' a two track railway:

therefore a normal west-bound track is shown tinuous, while rail 4t ofthe track is divided into hlock sections hy means of the insulatingjoints 5. Each track relay 2 controls two armatures 6 and 7. Alongsideofthe track are shown pairs of train control rails for each block, traincontrol rails 8 and 9 governing east-bound movements into block trolrails are placed to govern east and west-v bound movements of eachblock. Wire 12 electrically connects dist-ant'A rail 8 and home rail 9and wire 13 connects these rails to a front contactof armature 7 oftrack relay 2. Wire 14 electrically connects distant rail 11 and homerail 10 and wire 15'connects these rails with a front contact ofarmature 6 of trackrelay 2.

At a proper or desirable place, as a despatchers oice., interlockingtower or wayside station is located a manually operable switch 16. Oneside of this switch is connected through wire 17, battery 18, wire 19 totrack rail 3. In one position of switch 16', it is electricallyconnected to line wire 20, while in the other position of switch 16shown in dotted lines, it is'connected to line Wire 21. Line wire 20 isconnected at each blocksection through wire 22 to armature 7 of trackrelay 2, andy line Wire 21 is connected at each block section throughwire 23 to armature 6 of track relay 2.

Normally switch 16 governs a section of track consisting of one or moreblocks between passing sidings or crossovers where a train can crossover Afrom one track to the other.

The system sc far described provides for energizing or deenergizingtrain control rails 8 and 9 when switch 16' is connected to line wire20, and for .energizing or deenergizing train control rails 10 and 11when switch 16 is connected to line wire 21. The means by which traincontrol may be effected on the locomotive by reasonof the energizationor deenergization of train control rails will be described hereinafter.AThe train control on the locomotive is so arranged that a proceedindication is given by a train control rail when the train control railis energized, and a stop indication when the train control rail isdeenergized.

The system of Fig. 1 operates as follows: When the track is intended tobe used for east-bound train movements, switch 16 is in Contact withline wire'20. Assuming that there is no train in any of the blocksgoverned by the switch', all the track relays 2 are energized andarmatures 6 and make contact with the wires leading to the train controlrails. Train control rails 8 and 9 are energized and thereforeconditioned to give a proceed to a train through the following circuit:track rail 3, wire 19, battery 18, wire 17, switch 16, wires 2() and 22,armature 7 and wires -13 and 12.V In this position of switch 16, onlythe east-bound rails 8 and 9 can be energized, While the west-boundrails A10 and 11 remain deenergized, since these receve their energythrough line wire 21 which is disconnected from battery 18 by switch 16.

When the section of track composing blocks A, B, C, D, and E isconditioned for east-bound train movements, automatic train protectionis also provided; when, for instance,van east-bound train is in block Cthe track battery of block C is short circuited through the wheels andaxles of the east bound train. Track relay 2 of block C is notsuiiiciently energized to retain the armatures 6 and 7 so as tofmakecontact with the front contacts of the track relay and these contactsare broken by the dropping of armatures 6 and?. Armature 7, beingdisconnectedfrom its front contact and wire 13. disconnects traincontrol rails 8 and 9 of block B from line wire 20 and battery 18 sothat-a second train moving eastward in block B will get a danger signalat train control rails 8 and' 9. When the first train has moved fromblock C into block D, armatures 6 and 7 in block C will be drawnupwardly and again close thevfront contacts, thus again energizing traincontrol rails 8 and 9 of lblock B and conditioning them to give aproceed indication to afollowing train.

When the last,eastbound train has lett the section governed by switch 16and it is desired to condition the section of track for This results indisconnecting time all west-bound train control rails are conditioned togive a proceed indication but automatic train protection is provided forwest-bound following movements; for instance, assuming a West-boundtrainin block C, track relay 2 of block C will he dcenergized and armature 6will be disconnected from front contact and Wire 15, thus disconnectingrails 10 and 11 of block D from line wire 21 and`battery 18 and so afollowing train will receive a stop indication before entering block C.

Figure 2 is a modification oit-Fig. 1, the track and train control raillayout being identical. The modification consists in introducing apolarized relay 25 at each block section. These polarized relays arecontrolled by a switch 16 through line wire .2land wire 27. Switch 16ais a pole changing switch, that is, in one position positivelyenin'Figure 2, current 'Hows in af circuit as follows: from the positivesidev of-battery 18, line 'wire 26, switch member 34, line wir'e 24,polarized relays 25, Wire 27 to track rail 3, wire 19',L to the otherlswitch memberA 33" and thence through wire 28 to the negative pole ofbattery 18a. With the switch 16 in this position polarized relays 25arelpositively energized and their polarized armatures as 29, assume v,the.positions shown in Figure 2. "With the polarized armatures in thesepositions all west-bound train control rails are conditioned to receiveenergy from battery 18a through circuitsy such as the following:positive side of battery V18"*,wire 26, switch member 34, line wire 24,wire 30, polarized armature 29wire 31, track relay armature 6, wire 32to traincontrol' rails 10 and 11 and from these rails through a circuiton the locomotive to track rail 3, thence through track wire 19a, switchmember'33 and wire 28 to the negative side of the battery. v

When switch 16a is placed in the position opposite to that shown in Fig.2, polarized relays 25 are negatively energized through the followingcircuit: from the negative side of battery 18,, wire 28, switch member34, line wire 24, polarized relays 25, wire 27 to track lrail 3 andthence through wire 19, switch member 33, and wire 35'to positive sideof battery 18. When polarized relays 25 are thus negatively energizedthe polarized armatures of the relays willassuine the position oppositeto that shown in Fig. 2, whereby the West-bound train control rails aredisconnected from battery 18a and the eastbound train control rails arecondi# tioned to receive energy fro-m battery 18n through circuits suchas the following: from negative side of battery 18", wire 28, switchmember 34, linew'ire 24, wire30, .polarized armature 29, Wire 36,armature of track relay 7, wire 37, train control rails 8 and 9, andthence through a circuit on the locomotive to track rail 3, and wire19a, switch member 33, and wire 35, to positive side of battery 181.

When switch 16 is positioned as last described all west-bound traincontrol rails are deenergized, land therefore conditioned ,to

give a stop indication, but all east-bound train control rails areconditionedv to be energized and give a proceed indication as describedin reference to Fig. 1. Automatic rear end protection from block toblock is similarly provided by the arrangement` of Fig. 2 but 1n tracingthe circuits ab'ove described for the energization of the `control railsthe energization of the respective track' relays was assumed.

Fig. 3, is a further modification of Figi.-

3 a double rail track circuit is provided, track rails 3 and 4 beingdivided into blocks by inserting insulating oints in both track rails 3and 4. In order to provide a return circuit to battery 18a which'inFigures 1 and 2 is through track rail- 3, a return wire 38 1s providedwhich in turn is' connected through Vresistance 39 to track rail 3 ofeach block proceed to an east bound train and stop to a west boundtrain, and, to continuethe eX- ample, negative energy may be employed toindicate stop to the east bound train and proceed to the West boundtrain. It will be understood that with this arrangement, the engine manreceives a real signa, and need not depend` on the mere absence of asignal. Obviously, the absence of a real signal may be regarded asconstituting still a third signal.

The circuits shown in Fig. 3 comprise a line wire 24 extending from oneside of the battery 18a along the track. A wire 31a extends from thewire 24 adjacent each track 'relay 2 to bot-h armatures 6 and 7 of thetrack relay. When the armatures 6 and 7 are attracted, current from vthebattery 18a Hows through them,respectively, to thcwest and eastboundtraineontrol rails, thence through the cab circuit to the track rail 3and back to the battery via wire 7 9, resistance 39, wire y 80, and linewire 38. When a train is vin a block both east. and vwest bound-railsprotecting said block are deenergized, and a train in either adjacentblock accordingly receives no electrically actuated signah-and henceinformation regarding an advance or approaching train may betransmitted.

The system as so far described is useful in conjunction with the cabcircuit described and claimed in In prior Patent No. 1,239,048, patentedSeptem er 4,1917, and herein more schematically illustrated in Fig. 6,and-hereinafter described. y Y

Fig. 4 is a further modification of Fig. 1. In this `modification fixedsignals 40 are substituted for east-bound train control rails 8 and 9and fixed signals 41 are substituted for Vwest-bound train control rails10 and 11. Signals 40. and 41 may be the signals themselves indicatingclear when energized and danger when deenergized; or they may representrelays whiclirondition fixed signals either to the clear or dangercondition in the usual manner. depending upon whether relays 40 and 41are energized or energized positively or negatively or deencrgized. .1naddition to the track layout similar to Fig. 1, Fig. 4, shows a lock-ingarrangement 42. This locking arrangement is intended to prevent thethrowing of switch 16` from one position to another as long as there iseither an eastbound or a west-bound train in the section controlled byswitch 16. plished in the following manner: Attached to switch" 16 is aslidable bar 43; ,this bar is notched as at 44 and 45, so that when theswitch is in the position shown, notch 45 is in alignment with dog 42connected with armature 46 of magnet 47; also when switch 16 is in theopposite position to the one shown in Fig. 4, notch 44 of bar 43 isaligned with dog 42. l

Whenever a train enters the section of' track governed by switch 16,magnet 47 becomes energized, thus locking bar 43 in the position it isin through the following circuit: battery 18, wire 48, magnet 47, line"wire 49, wire 50, back contact of armature 6, wire 51, line wire 20,switch 16, to the opposite side of battery 18. Similarly when any othertrack relay of the blocks governed by switch 16 is deenergized, switch16 is locked in the position it is then in. When switch 16 is in theright hand position, locking is elfected in a similar manner, the dog 42engaging the notch 44, instead of the notch 43. The circuit for engagingmagnet 47 is the sameas that just described, except that the wire 50leads to a back contact for the armature 7, thence 'to wire 51, linewire 21, and so to the battery 18. It is thus evident that a section oftrack governed by switch 16 cannot be changed from an east-boundcondition into a westbound condition until all the trains have left thesection sfo governed. The location of the locking means is such as to bevisible to the operatorv and thereby give an indication as to whetherthe section of track is occupied by a train or not.

It is evident that this locking arrangement of switch 16 is applicableto all the layouts shown in Figs. 1, 2 and 3 and it is to be considereda part thereof without the addition of further gures.

In Figures 5 and 6, I have shown suitable train carried apparatus toco-operate withmy trackway'circuits and apparatus. The

arrangement as shown by Fig. 5, can be used with the arrangements asshown by Figures 1 and 2, and the arrangement ot Fig. 6 is especiallydesigned for co-operation with a t'rackway as shown in Fig. 3.

In Fig. 5, the rails are designated `by the numerals 3 and 4 and a car,represented solely by a pair of wheels and an axle, the wheels beingdesignated 52 and the axle 53, is shown resting upon the rails 3 and 4.The car carries thereon an electro-magnetic device 54, atrain controldevice 55, another train control device 56, and a shoe 57 pivpted at 58.

As the car travelsV along the rails, the shoe This is accom- 57 contactswith the several train control rails as 8, having inclined end portions,and in so contacting is turned on its pivot as shown in Fig. 5. If therail 8 is energized when the shoe 57 contacts therewith, havingreference both to Fig. 1 and Fig. 5, current will flow through the wire59, electro-magnetic,device 54, Wires 60, 61, 62 and 63 to the axle 53,then through the wheel 52 and rail 3 to the wire 19, and so back to theother terminal of the tr'ackside battery 18.` The current flowing in theabove traced path, will energize the electro-magnetic device 54, andraise its armature 64 into the position as shown in Fig. 5. Theelectro-magnetic device 54 may be a neutral relay or other circuitclosing device operating without regard to the polarityT of the currentflowing through wires 59 and 60. As the train proceeds andthe shoe 57rides over the control rail 8, it will gradually turn on its pivot58,following the incline of 'the control rail, and before the shoe actuallygets out of contact with the control rail, one arm of the shoe willcontact with the wire 65, whereupon a circuit will be formed in whichcurrent will flow as follows: one terminal of battery 67, wire 66,armature 64, wire 65, shoe 57, wire 59 electrosmagnetic device 54, andwires 60, 61 and 68 to the other terminal of the battery 67. The currentfiowing in the above traced path will maintain the energization of theelectroqnagnetic device 54, and so cause its armature 64, to bemaintained in its upper position as shown in Fig. 5. after the shoe 57leaves the control rail as 8. and until the next control rail isencountered.

When armature 64 is in the upper position as shown, a circuit is formedin which current flows as follows: one terminal of battery 67,

-wire 66, armature 64, wire 69, train control device 55,' hereillustrated as a lamp, and wires 70, 71 and 68 to the other terminal ofthe battery 67. Current flowing in the above traced path will energizethe train control device 55 indicating to the motorman or engine driverthat it is proper for hiln to proceed.

It a train equipped withv the devices as shown i`n- Fig.` 5, in passingalong the trackway, encounters a rail as 8, which is not energized, thenupon the movement of the shoe 57, byA contact with the rail. the circuithereinbefore traced through the wire will be broken. and as there is nocnergization ot' the rail 8. the. circuit hereinbefore traced throughthe wire will not be made: consequently the electro-magnetic device 54will be rleencrgized and will remain deenergized even after the shoe 57leaves the rail 8, because. although inpassing down the incline ot therail, one arm o'lE the shoe will contact with wire 65, beforethe shoeactually leaves the rail. nevertheless the circuit through wire 65 willnot be completed because at that time, the arma contact with wire 65;consequently the train will have to proceed, if it proceeds at all, witharmature 64 in its lower position. When y'armature 64is in its lowerposition, a circuit is formed in which current flows as follows: oneterminal of the battery 67, wire 66, armature 64, wire 71, train controldevice 56, here shown as a lamp, and wires 72, 62 and 68 to the otherterminal of the battery 67. Current llowing in the above traced path,will energize the train control device 56, and indicate to a motorman orengine driver, that the train should not proceed. It should also beobserved that under the conditions as just out lined the circuit throughtrain control devicev 55 is broken, with a consequent deenergization oftrain control device 55, so that the train control device 55, which ishere illustrated as a lamp, will go out, and the going out of this lamp,will also be a notilication oran action necessitating the stoppingof thetrain.

l have called the devices 55 and 56, train4 control devices, becausethese devices are merely illustrative of one of the many and variousmeans which may be controlled by the electro-magnetic device 54and byillustrating the devices 55 and 56, as lamps, I do not desire to beunderstood as excluding such devices as electro-pneumatic air valvesconnected with the ordinary and wellknown air-brake system of a train,and operating when energized or deenergized to automatically control thevsetting or releasing ofthe air-brakes.

l further wish to have it observed, that contact with a train controlrail, such as 8, is

" following train control rail, such as 9.

In Fig. 6, I have illustrated a construction particularly applicable tothe trackway arrangement as shown in Fig. 3.

In'Figs. 6, 3 and 4 designate trackrails, 52 designates wheels, 53designates an axle, and 57 a shoe, adapted to a contact with a traincontrol rail as 8.

By reference to the description hereinbefore given of the constructionas shown by Fig. 3, it will be learned that any train control rail usedin such system, suchr for example as a rail 8, may be positivelyenergized, negatively energizedor deenergized. If rail 8 is positivelyenergized, then current will flow in a circuit as follows: rail 8, shoe57,

wire 73, electro-magnetic device7 4, wires 7 5,

As the train advances and shoe 57 rides down the incline of the traincontrol rall, one

:arm of the shoe contacts with wire 88, so that while armature 81 is inthe upper` position as shown, and before the shoe 57 leaves the rail 8,-a circuit is :formed in which current flows as follows: positiveterminal of the battery 89, wires 90 and 91, switch arm 83, wire 92,armature 81, wire 88, shoe 57, wire 73, electromagnetic device 74, wires75 and 93, switch arm 84, and wires 94 and 95 to the negative terminalofthe battery 89.

Current flowing in the above traced path maintains the energization ofelectro-magnetic device 7 4 after the shoe 57 has left the rail 8, anduntil the shoe 57 contacts the succeeding train control rail such as 9.The current flowing in the last traced circuit, flows in such directionas to-maintain the energize.- tion of electro-magnetic device 74, and tomaintain that energization such that the polarized armatures 85 and 86are held in the position as shown in Fig. 6, so that the train controldevice 96, is energized by current flowing in a circuit as follows:positive terminal of battery 89, wires 90 and 91, switch arm 83, wire92, armature 81, wire 97, switch arm 82, wire 98, polarized armature 86,wires 99 and 100, train control device 96, wires 101, 76 and 93, switcharm 84, and wires 94 and 95 to the negative terminal of the battery 89.Current flowing'in the above traced path energizes the train controldevice 96, illustrated as a lamp, and maintains the energization of thelamp 96 until the shoe 57 contacts with another train control rail 8, sothat the motorman or engine driver, is notied that he may proceed.

When the switch 16a is in the reverse position, that is, when the upperarm of the switch is connected to the positive side of the battery, thecontrol rails will be negatively energized. Current will now flow to therails 8, 9, 10 and 11 via resistance 39, rail 3, cab circuit, to rail 8,

armature 7, wire 38, upper arm of switch 16a and so to the negativeterminal of battery 18". The current in the cab circuit will now llow invia rail 3, wheell 52, axle 53, wires 77, 76, 75, magnet 74, wire 73,and out through control'rail 8; i. e., in a reverse direction, throughmagnet 74 with respect to the case previously described. When soenergized, with current flowing' in from wire 75, the polarizedarmatures 86 and 85 will be at tracted to the right, or to the positionopposite to that illustrated.

As the armatures 85 and 86 are thrown to the right as viewed in Fig. 6,the circuit energizingY train control device 96 will be broken, sincearmature 86 will break contact with wire 99, and although armature 85contacts with wire 104, wire 110 does not engage switch arm 82;consequently the train control device 96 will no longer be energized. Atthe same time stop train control device 106 will be energized by acircuit in which current Hows as Iollows: positive terminal of battery89, wires 90 and 91, switch arm 83, wire 92, armature-81, wire 97,switch arm 82, wire 98, armature 86 in the right hand position,\vires111 and 108, train vcontrol device '106, wires 109, 77, 76 and 93,switch arm 84 and wires 94 and 95 to the negative terminal of battery89.

As shoe 57'leaves rail 8, the circuit for electro-magnetic device 74will not be maintained, because as shoe 57 rides down the slope ot therail, it will arrive at a point Where, while still in contact with therail, one arm will also be in contact with wire 88. Under suchcondition, with rail 8 negatively energized as assumed, the battery onthe trackway as 18a, i

will be connected in opposition to the battery 89 on the train, that is,the positive terminal of the battery on the trackway will be connectedto a rail as 3, and so by wheel 52, axle 53. wires 78, 77, 76 and 93,switch arm 84;, and wires 94 and 95 to the negative terminal of battery89, and the negative terminal of the trackway battery will be connectedto rail 8 and then by shoe 57, wire 88,armature 81, wire 92, switch arm83 and wires 91 and'90 to the positive terminal of battery 89. These twobatteries acting in opposition will result in such a combined actionupon the electromagnetic device 74, that it will be deenergized, andarmature 81 dropped to its lower position.

When armature 81 drops to its lower position, train'control device 96remains deenergized, because its circuit includes raised armature 81 ashereinbefore traced, and at the same time, train control device 106 iscontinued energized through a circuit in which current flows as follows:positive terminal of battery 89, wires 90 and 91, switch arm 83, wire92, armature 81 in the lower position, wires 107l and 108, train controldevice 106, wires'109, 77, 76 and 93, switch arm 811, and wires 9@ and95 to the negative terminal of battery 89. The energization of traincontrol device 106 results in a stop indication for the vehicle andthisis reenforced by the absence of the proceed indication whichrmay begiven by train control device 96.

The deenergization of electro-magnetic device 74 caused by the vehiclehaving encountered a negatively energized rail will continue until thenext rail along the trackway is encountered, whereupon electro-magneticdevice 74 will be aiected in accordance with the condition of that rail.

Regardless of whether a train equipped as shownd in Fig. 6, ismovingeast-bound or west-bound. upon the lower trackway as shown in Fig.3,- if its shoe 57 encounters a train control rail as 8 or 11, which,from any cause whatever, has become deenergized, the maintaining circuitto electro-magnetic device 74 willbe broken, and neutral armature 81will falltoiits.V lowerposition, and under such conditions train controldevice 96 will be deenergized regardless of the positions of polarizedarmatures 85 and 86, because by reference to the descriptionhereinbefore set forth, of the two circuits for energizing train controldevice 96, it will be found that both of them include armature 81 in itsupper position; consequently with the armature 81 in vits lowerposition, both of these circuits will be broken, 'and train controldevice 96 will be deenergized.

If the positions of the arms 84, 83 and 82 be reversed from those shownin Figure 6, that is to say if said switch arms be thrown to the right,a negatively energized control rail will cause the operation of device96 to give a proceed indication 'and a positively energized control railwill cause the operation of -device 106 to give a stop indication. Sincethe effects of such reversal in point of circuit changes are fullyexplained in my said Patent No. 1,239,048 and will also-be obvious fromthe previous explanation of the relations and operations of the circuitvparts it is deemedunnecessary to trace the altered circuits in detail.It may here be noted that the switch arms 82, 83 and 84 are ositioned inaccordance with the direction o travel in the train, having oneoperative position for east bound movement, and the alternate operativeposition for west bound movement.

From the above description of Figure 6 in connection with Figure 3, itVwill be understood that if the train control rails are positivelyenergized, trains' having their cab switches in the left hand positionas shown in Figure 6 will receive proceed indications and trains havingtheir cab switches in the hight hand positions will receive stopindications, the assumption being that the trains so receiving proceedindications are east bound and the trains so receiving the stopindications are west bound; that if the trainv ning east bound'or westbound, will receive a stop indication. Y

Although train control devices 96 and 106V are described as lamps, Idesire to have it understood that I do not wish to exclude such otherdevices asmay be usable in this connection,.such as were described inconnection with the description of train control devices 55 and 56 shownin Fig.'5.

I further desire to have it understood that the stop and proceedVindications given on the vehicle are not necessarily limited to avisual indication, and I d o not desire to eX- f that the'principles ofFigs. 5 and 6 are fully disclosed therein.

Althoughl have described the principle and mode of operation of myinvention, and illustrated and described a preferred physical embodimentthereof, and desirablefmodiications thereof, nevertheless I desiretohave ila-understood that the formsv selected gare merely illustrative,and donot exhaust the possible physical embodiment of means underlyingmy invention. Having fully described my invention, I

claim:

' continuous;'a train control rail arranged on y 1. In a railway traincontrol system, in combination: a .trackway comprising a pair ofparallel rails, one of which is electrically dis-- one side of thetrackway; a source of current manually operable means located at a fixedremote point and in circuit with said source for connecting one terminalof the source to the train control rail; means including a track batteryand a track relay in permanent relation to one another andconnectedbetween said parallel rails and controlled by the presence of atrain upon `the trackway for controlling the operative circuitestablished by the last mentioned means, and meaiiscontrolled bya trainupon the track- Wayv and having an operating circuit sup` plied fromsaid source and Which includes said manually operable means for lockingthe manually operable means in its operated position.

2. In a railway train. control system,in` combination: a trackway,including two rails; means for dividing the tracltway into electricallyisolated sections; a source of a dillerence of potential connectedacross the 'rails at one point in each section; a-translating deviceconnected across the rails of eachY section at a point remote from theconnection of the source of a difference of potential, said source andsaid translating device being in permanent relation to one another; atrain control rail positioned on one side of the trackway; a traincontrol rail positioned on the other side of the trackway; a source ofcurrent; manually operable means located at :i fixed remote point and incircuit with said source for connecting one terminal of combination: aItrackway the source to either of the train control rails;

means controlled by said translating devicev for controlling the lastmentioned means, and means for connecting the train control rail to theother terminal of the source of current.

3. In a railway train control system, in combination: a, tracliway;train control means arranged o n each side of the track- Way, that uponone side for governing trains i moving in one direction, and that uponthe other side for governing trains moving inV the4 opposite direction;a source of electrical energy for the operation of said train controlmeans; manually operable means located at a fixed remote `point and incircuit with said source for conditioning the train control means on oneside of the traclrway for transmitting a proceed indication to trainsgoing in one direction and simultaneously conditioning the train controlmeans on the other side of the trackway to transmit a stop indi` cation;and means having its elements in permanent relation and having itscondition controlled^by a train upon the trackway for governing themanually operable means in such a manner that the'lirst train controlmeans positioned back of a train on the trackway will transit av stopindication to a following train.. Y

4. In a railway train control system, in combination: a trackway; atrain control rail arranged on one side of the trackway; a traincontrolrail arranged on the other side ofthe trackway arranged instaggered relation to the first mentioned train control rail; a sourceof. current; manually operated means located at a central point forconnecting one terminal of the source to either the one or theothertrain control rail means includingja track battery and a track relay inpermanent relation to one another and controlled by the presence of aftrain upon thetrackway for controllingthe operative circuit establishedby the last mentioned means, and means including a train havingan'electrical circuit thereon -or connecting the train control rails tothe other terminal of the Vsource of current. 5. In a railwaytraincontrol system, in including two rails; means for dividing thetrackwayinto electricallyisolated sections; a source of a difference ofpotential connected across the rails at one point in each section; atranslating device connected across the rails of each section! at apoint remote from the the connection of the source of a difference ofpotential: a train control rail on one side of the trackway; a traincontrol rail on the other side of the' trackway, each rail beingarranged adjacent the means for dividing the trackway into electrically'isolated sections, and one rail being on the opposite side thereof fromthe Iother rail; a source of current; two line wires: manually operatedmeans for conne' t ing either the one or the other ot the line wiresCTI - other terminal of the source of current.

6. In a railway train control system, in combination: a trackwayincluding two rails; means for dividing the trackway into electricallyisolated sections; a source of a diierence of potential'connected acrossthe rails at one end Aot each section; a translating device connectedacross the rails of each.

section at the opposite end thereof; train control rails, two arranged1n tandem on one side of the track ralls, and two arranged m ,tandem onthe other side of the track rails adjacent each means for separating therails into electrically isolatedsections; an electrical conductorconnecting the two train control rails'on one side of the track rails,and an electrical conductor connecting the two train control rails onthe other side of the ltrack- Way; a source of current; a conductor coninecting one side of the source with one of the track rails; a manuallyoperable switch arm connected to the other side of the source; two lineswires, each having a terminal cooperating with theswitch arm; anelectrical conductor connecting the train control rails on one sideofthe track rails with one of the line wires; an electrical' conductorconnecting the other line with the train control rails on the other sideof the track rails, and means interposed in the last mentionedconductors, or rendering them continuous or discontinuous and controlledby the translating devices.

7. In a railway train control system, in combination: a trackwayincluding two rails; means for dividing the trackway into electricallyisolated sections; a source of a difference of potential connectedacross the rails at one end of each section, a translating deviceconnected across the rails of each section at the opposite end thereof;train control rails, two arranged in tandem on one side of the trackrails `and two arranged in tandem on the other side ofthe track railsadjacent each means for-separating the rails into electrically isolatedsections; an electrical conductor connecting the two train con' trolrails on one side ofthe track rails; an electrical conductor connectingthe two train control rails. on the other side of the trackway; a sourceof current; a conductorconnecting one side ot the source with one of thetrack rails; a manually operable switch arm connected to the other sideof the source: two line wires, each having a terminal cooperating withthe switch arm; an electrical conductor battery connected to the trackrail; a line wire connected to the other terminal of the electricalmagnetic device; a. reci procable bar formed with two notches thereinconnected to the switch arm; a dog formed to fit into either the one or4the other of the notchesand so positioned that when theswitch arm is inone position the dog may he litted in one notch, and 'when the switcharm is in its other posi tion7 the dog may fit in its other notch; meanscontrolled by the electro-magnetic device when energized for causing thedog to move into one or the other of the notches, according to theposition of the switch arm, and to thus prevent movement ofthe switcharm manually until deenergization ot the electromagnetic device; aconductor connected to the line Wire last mentioned, and meanscontrolled by the translating device to connect said conductor witheither the one or the other of the two lirst mentioned line wires,whereby irrespective of the position of the manually operative switch,the electro-magnetic device will be energized upon the entrance of atrain to the track section to which the translatingdevice is connected.

8. In a railway train control s vslem, in combination: a. trackwayhaving a pair of parallel rails, one of which is electricallydiscontinuous; a track relay and a track battery in permanent relationto one another and lo said trackway said track relay and track battery'each being connected between said parallel rails; train control meansadjacent the trackway for onedirection of tralic'; train control meansadjacent the vtrackway for the Opposite direction of traliic; a source of electrical energ for the operation of said train control means;operating circuits 'lietween andincluding said source and means andtaken through an armature of said track relay and manually operatedmeans located at a fixed remote point and in said operating circuits forselecting the direcliou ot train movement in which a proceed indicationshall be given and for transmitting a proceed iudication to the traincontrol means for one direction of trallic and for simultaneouslvrConditioning the other train control means to transmit a stopindication.

l). In a railway train control system, in combination: a trackwarirhaving a pair ol' parallel rails, one of which 'is electricallydiscontinuous; a track rela)` and a track haltery in permanent relationlo one another and lo said trackwa)Y Vsaid track rela \Y and trackbattery each being connected between said l llll `the trackway for theopposite direction of traffic; a source of electrical'energy for theoperation of said train control electricalenj ergytransmitting means;operating circuits betvveenV and including vsaid source and means and'taken through an armature of said track relay; -a vehiclefor cooperationwith said trainl control electrical energy "transmitting means; andmanually operated means located `at a lixcd remote` point and' in saidoperating the direction of train Y circuits for selectin movement inWhic a proceed indication -shall lbe given and for transmitting aproceed indication to the train control means for one direction'oftra'iiic and for simultaneously conditioning" the other trainjcontrolI'means to transmit a stop indication.

, 1.0. In arail'way train'control'system; in

combination; a trackvva meansy for 4train control adjacent the trac Wayfor one direction of traiiic; means for trainl control adjacent thetrackway for th oppositedirection of traiiic; a source of current;aunitary means l located at a fixed remote point and vin cir- :ze theothei` train control means; means includ-V ing a track circuit and atrack relay 1n percuit-'with said source forv connecting one terminal ofthe source to either the' one or l. manentrelation to one another and tothe l ftrackway,andcontrolled b the presence-of a train upon the-trackway or controlling the lastmentioned'means, and means forconnecting the train'control means to the other v 11. In a railway tramcontrol -terminal of the source of current.

system, in combination: atrackway, a track relay; and

z a'track battery; said trackway carrying only the current from saidbattery; train control means adjacent vthe trackway vfor one directionoftraic; train control means adjacent theI trackway for the oppositedirection of traffic; a source of electrical energy for the operation of.said traincontrol means; op-

erating circuits between and including saidV source and means and takenthrough said track relay; manually operated means loerating circuits forselecting the direction of train movement in which a proceedindicationshall be given and for transmitting a proceed indication tothe train .control mean-S for one direction of tratlio and forsimultanecontrol adjacent the trackway for one direction of traiiic;means for train control adjacent the trackway yfor the oppositedirection of traiiic; a source of current; manually opcrated meanslocated at a fixed remote point andln circuit with sa1d source forconnecting one terminal of the source to either one .or

the other train control means; means 1n-V cluding a track circuit-and atrack relay in permanent relation to one another and to the trackway andcontrolled' b the lpresence of a train upon the trackvvay torcontrollingthe last mentioned means; means for connecting the tramcontrol means to the other terminal of the source of current; and meanscontrolled by a train'upon the trackwa'y and having an operating circuitsupplied from Y said source for lockino' the manually oper` ated meansin its operated position.

13, In a train control system, a track sec` tion over` Which trains movein either direction, a train, train control means adjacent the trackwayfor directing train lmovements in either direction, signals on the trainrespon- 'siveto the electrical condition of said train control means, a.track circuit comprisinrr La' track relay ,and a source of currenttherefor, each of which 1s connected between the'y rails of the trackwayfor controllirlgthe train control Ymeans foranfollowing train moving inone direction, and manual means comprising a switch locatedA at acentral point for controlling the train control means for trains movingin the opposite direction.

14. In a train control system, a single track dividedinto blocks overwhich trains move in either directiom signal controlling means for''each direction ofv train movement disposed adjacent each block, acentral station, a line circuit from the central'station for operatingthe signalv controlling means' for all of said blocks; a source ofcurrent for the line cirbut,

a unitary switch at said central oilice'for con- -necting said current'source to said line cirr cuit and said signal controlling means,a trackrelay and a track batteryA for -each block,

branch circuits extending from each signal controlling means to'saidline circuit through armatures of the track relay offan adjacent j.block wherebysaid branch circuits and said cated at a xed'remote pointand in said opin either direction, a track relay for each block providedwith a'plurality of'armatures a central .oce, Va line circuit, a l'jinebattery, a switch at the central o flce for connecting the line batteryto the line circuit, si ingl means for. displaying signa s :forl eitherdirection of train movement,l a branch circuit extending from the signaloperating means for one direction of operation through a track relayarmature to said line circuit, a branch al oprantoiiice switch is insaid position.`

A16. In a train control system, a trackway divided into blocks overwhich trains operate in either direction, a track relay for each blockprovided With a plurality of armatures,

a central oiiice, a line circuit, a source of curi'ent capable ofproducing different efects, a switch at the central office forconnecting said source to the line circuit, signal operating means fordisplaying signals for either direction of train movement, a branchcircuit ex- Atending from a signal operating means for one direction oftrain movement through an armature of the track relay of a precedingblock to said line circuit, a branch circuit ex-l tending from a signaloperating means for the other direction of train movement through anarmature of the track relay of its preceding block to said line circuit,said branch circuits and signal controlling means lbeing conditioned todisplay a proceed signal for one direction of operation and a stopsignal for the other direction of operation in accordance with theeffect of the current selected at said central office through lsaidswitch,said

proceed signal being rendered inelectivel When a 'train is in apreceding block.

17. In a, train control system, a trackway divided into blocks' overwhich trains operate in either direction, a track relay for each' blockprovided with a plurality of armatures,

extending acentral office, a line-circuit, a source of current, a switchat the central oiiice forconnecting the source of current to the linecircuit, signal operating means for displaying .signals for eitherdirection of train movement, a branch circuit extending from the signaloperating means for one direct-ion of train movement to said linecircuit, a branch circuit extending from the signal operating means forthe other direction of train movement to said line circuit, said branchcircuits extending through track relay armatures of preceding blocks,said branch circuits being conditioned to display a proceed signalforone .direction of operatioir'anda stop signal .for the otherdirection ofoperation upon the positioning of said central officeswitch, and a locking circuit including a portion of said line circuitand said switch for preventing the change of train.

18. In a train control system, a single track 'a signal displayed afterits acceptance by a movements in either direction, signals on the trainresponsive tothe electrical condition of said train control means, atrack' circuit cornpri-sing a track relay and a source of currenttherefor each of which is connected between the' rails of the trackwayfor controlling the train control means for a following train, a centraloffice, a source of current, a line circuit, a manually operated switchat the central oiice for connect-ing the source of current to the linecircuit, and branch circuits extending from the line circuit ,throughthe arma- JCure of the track relay for a preceding block fortransmitting current to said train control means.l

In testimony whereof I affix my signature.

PAUL J. siMMiiN t

